Internal-combustion engine



March 23 1926.

w. E. OGDEN ET A1,

INTERNAL COMBUSTION ENGINE- Filed June 15, 1925 mutton WLLIE E.OGDEN GERALD N SMITH 4 WY/ N/////lllll/IA Patented Mar. 23, 1926.

omrea" STATES 7 6 PATENT caries.

WILI4IE E. OGDEN AND GERALD N. SMITH OF CLARKSBURG; WEST VIRGINIA.

INTERlVAL-COMBUSTION' ENGINE.

Application filed June 15, 1925. Serial No. 37,114.

To all whom it may conceive:

Be it known that wc,-lVrI.Ln-: ELOmnsN .and GERALD N. SMITH, citizens of the United States, and residents of Clarksburg, county of Harrison, and State of Vest Virginia, have invented certain new and useful Improvements in Internal-Combustion Engines, ofwhich the following is a specificaion.

This invention relates to internal combustion engines, a principal feature of which is to provide means whereby liquid or gaseous fuel en ines of the type now generally in use may e-rendered more'efiicient in oporation, less troublesome in practice and capable of developing greater power with less expenditure of fuel. a

A further object of the invention is to provide means whereby smoother operation of the motor may be obtained; such operation being accomplished by more perfect combustion of the fuel, thus resulting in the elimination of noise and vibration in the motor whereby to insure smootheroperation of the vehicle with which it is associated. These objects, together with others which will appear as the description proceeds, are accomplished by means of the construction and arrangement' hereinafter detailed, reference bein had to the accompanying drawing, in w ich: ig. 1 is a vertical sectional view taken through the upper part of an internal combustion engine constructed in accordance with the invention, Y

Fig. 2 is a similar view showing a slight modification in the head construction, and 0 Fig. 3 is a similar view illustrating a still further modified form of the invention.

Our invention relates particularly .to the construction of the motor head and combus-- tion chambers for the cylinders; the arrangement being such as to make possible a motor producing less vibration when in operation, which produces less carbon, which develo s more speed and power and smoothness 0 operation, which remains cooler than piston has received its initial impulse.

Furthermore, the invention contemplates the use of previously burned gases remaining in the combustion chamber not to augment the new explosive charge, but merely to act as a cushion when the peak explosion occurs, as it is essential in the accomplishment of the objects of the invention that a cushion represented at 2. The head of the motor is indicated at 3, and sits down upon the cylinder in the usual well known manner.

This head is water jacketed as at 4 directly vide a recess or pocket 9, well above the main combustion chamber. This wall, after defining this pocket, is lowered so as to lie relatively close to the upper edge of the cylinder, forming therewith a passage 10 through which the explosive charges must flow in reaching the combustion chamber 8. This passage is small as compared with the chamber 8, and is in communication at its outer end with the valve 5 governing the flow of char es to the combustion chamber. The spark p ug 6 is arranged at the outer end of the passage 10 remote from the chamber 8, and in the present instance is disposed directly above the valve 5.

Figs. 2 and 3 of the drawing disclose the same inventive idea as shown by Fig. 1. ex-

cept that variations in the formation and location of the Wall 7 are made to more markedly define or locate the pocket 9. This pocket, in all instances comprises what may be termed a trap, within which dead or spent gases are confined and remain substantially inert.

The combustion charge for the cylinder is drawn in through the valve 5 in the usual manner, upon travel of the piston 2 downwardly. This charge is then compressed as the piston moves upwardly, while the dead or spent gases are compressed within pocket or recess 9. It will be observed that the portion 11 of the wall 7 constitutes a throat which connects the larger portion of the combustion chamber with the passage 10, and when the piston 2 has reached the limit of its upward travel, the space between the piston and the portion 11 practically separates the combustion chamber 8 from the passage 10. This causes the peak charge in the chamber 8 to be highly compressed, and the spent or dead gases in the pocket 9 will likewise be' under pressure. It ispreferable that ignition take place just prior to the piston reaching its limit of upward travel. Immediately upon ignition taking place in the passage 10, the expansion caused by such igniting gases will be reflectedvin the chamber 8 and pocket 9, so that upon ignition taking place in combustion chamber 8 .a relatively higher degree of pressure is obtained than has heretofore been possible. By reason of the delayed or gradual ignition of the peak charge in combustion chamber 8, the piston 2 will have passed its limit of upward travel and will have started upon its power stroke. The pure explosive charge does not co-mingle with the spent gases, as the same remain separate and distinct. At the time of firing, the initial ignition takes place at the far end of the restricted passage immediately adjacent to the spark plug. The ignition continues throughout the restricted passage, whereupon the peak charge is exploded, thus producing a blended or gradual firing of the compressed gases. The shock incident to the explosion within the combustion chamber 8 is partially absorbed by the dead gases pocketed in the recesses 9 whereby knocking in the motor is obviated, while at the same time the power of the explosion, is increased, due to high compression and the purity of the explosive charge due to the absence of dead gases therein.

By creating the explosion in this manner, we are enabled to obtain greater power from expansion of the gas with a minimum of combustible mixture. This is due entirely to the manner of ignition as well as to the absence of'spent gases in the compressed charge. Therefore, we are enabled to materially reduce the size of the combustion chamber with acorresponding decreased quantity of gas expended, with an increased degree of explosive force per unit of gase-' degree of heat in the same which obviously.

results in the operation of the motor, the sparking device is kept free from carbon or the collection of other substances to hinder its proper functioning. By reason of the fact that none of the dead gases comingle with the incoming explosive charge, carbonizing within the combustion chamber is nullified. Furthermore, by omitting a water jacket at the point of introduction of the combustible charge to the combustion chamber, a high degree of heat is maintained in the walls immediately adjacent thereto, which heat is transmitted to the incoming combustible charge, wherebya more volatile mixture is produced.

'hile the foregoing is a description of the invention in its preferred embodiments,

it is apparent that the structure is suscep tible of variations, suchfor instance as a more complete isolation of the dead charges,

or variation in the shape, size and construction of the passage 10, without departing from the spirit of the invention.

Having thus described our invention we claim:

1. 1n an internal combustion engine, a

head having an explosion chamber, a. pocket in said head beyond said explosion chamber for the retention of dead gases and closed on all except one side, said one side communicatingwith said explosion chamber, a restricted passage leading to said explosion chamber, and ignition means beyondv said passage.

2. In an internal combustion engine, a head and an explosion chamber, a pocket formed in said head beyond said explosion chamber for entrapping and retaining dead gases and closed on all except one side,

said one side at all times in communication 'with said explosion chamber, a restricted pas remote from the explosion chamber.

In testimony wh'reof we hereby aflix our signatures.

' WILLIE E. OGDEN. GERALD N. SMITH. 

